Burner for pulverized coal



(No Model.) 5 Sheets-Sheet 1.

G. W. PRESCOTT.v BURNER FOR PULVERIZED GOAL.

39. Patented June 28,1898.

152w)??? Q90 e mama 3 (No Model.)

I 5 Sh'eetsSheet 2. G. W. PRESCOTT. BURNER FOR PULVERIZED COAL.

Patented June 28; 1898.

m n WW" H Hum "Wm, M. 1.

h in 7/ IIIIIIIIIIIIIIIIIIIII I ly 7i E i r i I D i A:

v j I 7 152M9220fl 660396 M6360 2 (No Model.) 5 Sheets-Sheet 3.

G. W. PRESCOTT. BURNER FOR PULVERIZED GOAL.

No. 606,239. Patented June 28,1898.

5 Sheets-Sheet 4.

(No Model.)

G W PRESCOTT BURNER FOR PULVERIZED GOAL.

No. 606,239. Patented June 28,1898.

fizyezz 2%]: 6290 7 Wescaiif (No Model.) 5 Sheets-Sheet 5.

' G. W. PRESCOTT. BURNER FOR PULVERIZED COAL.

No. 606,239. Patented June 28,1898.

THE Noam: PETERS co.. wuowaumoq WASHINGTON, mV 0.

illnrrnn terns aren't rricn.

GEORGE IV. PRESCOTT, OF HIGHLAND, CALIFORNIA.

BURNER FOR PULVEREZED COAL.

SPECIFICATION forming part of Letters Patent No. 606,239, dated June 28, 1898. Application filed December 14:, 1896. Serial No. 615,578. (lilo model.)

class of burners that are used for the burning of coal that has been reduced to a pulverulent or comminuted condition, and especially to mechanisms for forcing the comminuted fuel into the fuel-chamber of either a locomotive or stationary boiler.

The object of my invention is to provide a simple, economical, and efficient burner adapted for the introduction of comminuted coal into a furnace; and the invention consists in the features, combinations, and details of construction hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a side elevation, partly in section, of a portion of a locomotive engine and cab fitted with my improvements; Fig. 2, a longitudi nal sectional elevation of a locomotive-tender adapted for use in connection with my improvements, taken on the line 2 of Fig. 3; Fig. 3, a transverse section through the tender, taken on the line 3 of Fig. 2; Fig. 4, an enlarged sectional elevation of a portion of a locomotive, showing my improvements in operative position, taken on the line 4 of Fig.

5; Fig. 5, a plan view of a portion of the mechanism, looking at it from line 5 of Fig. 4; Fig. 6, a plan View of a cam for shaking the burner; Figs. 7, 8, and 9, sectional elevations of the mechanism, taken on lines 7, 8, and 9, respectively, of Fig. 4:; Fig. 10, an enlarged sectional elevation of a portion of the mechanism, taken on line 10 of Fig. 5; and Fig. 11, an end'view of a portion of the valveoperating mechanism, looking at it from the line 11 of Fig. 4.

In the art to which this invention relates it is well known that'there is a certain grade of bituminous coal in the western and southwestern parts of the United States known as a light bituminous or lignite coal. The

specific gravity of this coal is so light that during the ordinary process of burning or combustion portions of it in the shape of vention is intended, primarily, to obviate this objection by providing mechanism in which this coal may be burned afterit has been reduced to a pulverized or finely-divided condition. By my improvements when the coal has been reduced to this finely-divided condition it maybe burned without causing any sparks or smoke, not only resulting in the safety of property, but in the economy of fuel.

In describing and illustrating my improvements I prefer to describe and illustrate them in connection with a locomotive-engine as showing one of the purposes to which they are applicable. It will be understood, how ever, that they are applicable to all kinds of furnaces, either for the generation of steam or for producing energy in many of its different forms. Further, in-describing my improvements in connection with a locomotiveengine Iwill only describe that portion which I consider to be new, taken in connection with so much of the mechanisms as are old as to properly disclose ,my invention and enable those skilled in the art to practice the same, leaving out of consideration the other and old mechanisms, which are well known and which would only tend to confuse or render the specification and claims ambiguous.

In constructing alocomotivc and providing it with my improvements I provide a locomo tive A of any of the general and wellknown types having a fire-box or fuel-chamber A.

At the lower portion of the rear wall of the fire-box I arrange my burner B, which is constructed as follows: I provide a casing B,

preferably rectangular in shape when looked at in plan View, and preferably having its fuel-passage 7) arranged on'a downward incline. The upper portion of the burner is provided with a pivoted valve gate or door 13 and of a width of the fuel-passage, which forms the upper wall of the passage and which is movable transversely across the passage. This door is provided with a handle and lever mechanism I), that extends up into the cab of the locomotive, whereby the valve door may be raised or depressed, so as to control the size of the burning exit-opening b which regulates, as it were, the amount of fuel fed direct to the furnace.

The fuel-passage is connected to the tender by means of a flexible pipe 0, which has a ball-joint or socket c where it connects with the burner and a substantially ball-joint and telescopic socket c where it connects with the tubular pipe 0, that leads from the tender. Intermediate of these two is what might be termed a knuckle-joint 0 thus providing a flexible pipe, as it were, between the burner and the tender, so that the engine and tender are enabled to take the curves properly and not interfere with the passage of fuel from the tender to the burner.

I provide a tender D the platform and trucks of which may be constructed in any convenient manner and the fuel-reservoir of which is constructed to form a substantially hoppershaped receptacle d, having flaring side portions and bottom portions, the forward end of which is provided with a tube or pipe C, that connects with the delivery or burner tube. The cover d of the hopper is provided with doors 01 through which the coal may be inserted into the hopper-chamber.

To feed the fuel directly in to the fire-box in the desired manner and assist materially in the completing of the combustion, I provide the burner with a lower portion E, having a passage 6 for fluid-pressure through the same. The exit-opening e of this fluid-pressure passage is arranged underneath in line with and adjacent to the burning exit-opening ofthe fluid-passage, so that as the fuel flows over or out of the fuel-passage it is met directly by the ontcoming blast of steam or air and forced into the furnace, so that both of these openingsopening b and the opening c form the burning exit-openings of the burner-tl1at is, the fuel can be ignited at these points-and by having these burning exit-openin gs and arranged on the exterior of the burner the feeding and burningof the fuel can be better controlled. This passage is connected by means of a pipe E with a steam-head c,arranged in any convenient location on the locomotive, so that steam under pressure may be delivered to the burner at a point where the comminuted coal leaves the burner, acting thereby to force the coal in its divided condition into the chamber under pressure, thus enabling the gases in the coal to be readily and quickly distilled, take up the proper quantity of atmospheric air and be readily ignited before smoke can be formed, as well as to be readily consumed, either in the shape of olefiant gas or carbonaceous material, thus preventing sparks of any size from forming and passing out of the stack of the locomotive. To regulate the amount of fluid-pressure for the burner, I provide a slide-valve E and preferably arrange it in the exit-opening of the pressurechamber, so that its movements backward and forward open the exit-opening to the desired extent or completely close the same. This valve is provided with worm-and-gear mechanism a at the rear portion thereof, which has a vertical rod E extending up into the cab of the locomotive, by which the mechanism may be operated and controlled.

It is desirable to keep the fuel in the de livery-tube in an agitated condition, so that it will more readily feed into the burner, and in order to accomplish this result I provide the driving-wheel axle G with a cam g and pivotally mount a flexible agitating-rod G on the strap g, located preferably under the deck of the cab. One end of this agitating- :rod, as at 9 is connected with the fuel-delivery tube and the other end provided with a pin g that enters a groove in the cam G. It will thus be seen that as the locomotive is running a vibratory action is imparted through the rod to the delivery-tube, agitating the material therein and causing a more efficient feed of the material to the burner. This agitating-rod, for convenience, is made flexible or in two parts, pivoted together at g and provided "with a spring 9 that tends to keep its pin in engagement with the cam. In order to force it out of engagement with the cam when desirable, I provide a rod G that extends up into the cab of the locomotive and connects its lower end by means of a pivotal lever g and link g with the agitating-rod, so that the free end of such agitating rod may be depressed by pulling the rod G2 upwardly. The upper portion of the rod is provided with a pin and pin-holes 9 so that it may be held in such manneras to keep the agitating-rod in or out of engagement with the cam, as desired.

It is often desirable in first starting the operation of the parts to facilitate the passage of the fuel through the delivery-tube, and in order to accomplish this result I provide one portion of the delivery-tube with a fluid-pressure injector H, which is connected by means of a pipe h with a source of steam-supply. It is only necessary to use this injector at the beginning of combustion or at any time when the tube should become clogged, so as to either facilitate the passage of the fuel th erethrough or clean it out, as desired.

While I have described my invention with more or less minuteness as regard details as being embodied in certain precise forms and adapted to certain specific structures, I do not desire to be understood as limiting myself thereto unduly or any more than is pointed out in the claims. On the contrary, I contemplate all proper changes in form, construction, and arrangement, the omission of immaterial elements, and the substitution of equivalents as circumstances may suggest or necessity render expedient.

I claim 1. A burner for comminuted fuel provided with a longitudinal fuel-passage therethrough and an independent passage for fluid-pressure having its exitopening arranged underneath cam on the drive-Wheel axle of the locoinorod to hold the same in or out of engagement tive, a flexible rod pivotally mounted on the with the can], substantially as described. locomotive connected With the flexible tube and arranged to be engaged With the cam on GEORGE. PRESCOTT 5 the driving-Wheel axle to agitate the flexible Witnesses:

tube, mechanism arranged in the locomotive- THOMAS E. MOGREGOR, cab and connected with the flexible agitating- THOMAS F. SHERIDAN. 

